Truck-frame.



1*. A. RANDEL. TRUCK FRAME. APPLIGATIONPILED {311.12, 1913. 1 097 045Patented May19, 1914. v

4: SHEETS-$11331 1.

j By his Aiiorneysl w M W I. A RANDEL.

TRUCK FRAME.

APPLICATION FILED APR.12, 1913.

Patented May 19, 1914 Inventorf fl/m/z/ a, /a

M MEN W1 messes Tj/mw 524%M B5] 1110 AZiOPIlE I. A; RANDBL; .TRUGKFRAME. APPLICATION FILED APR. 12, 1913.

Patented May 19, 1914 4 SHEETSSHBET 3.

Invenior 1m 'fl. hisAiiornez s, 60%

Witnesses I. RANDEL. TRUCK FRAME. APPLICATION FILED APB. 12, 1913.

45. iatented May 1.9, 1914.

[M5 v A I I Manna-simm- 4.

l liiimsssesl I [mm] :TfJW UAAJ l B9 Aiionzgyg UNITED STATES PA was. a.RANDEL, or cnrcaso, rumors.

TRUCK-FRAME.

Specification of Letters Patent.

Original application filed February 10, 1912, Serial No 676,798. Dividedand this application filed April 12, 1913. Serial No. 760,610

To all'whom it may concern:

Be it known that I. Ivan A. RAN-DEL, a

' citizen of the United States, residing at Chicago, in the county ofCook and State of Illinois, have 1nvented certain new and use- 'fulImprovements in Truck-Frames; and I Particularly, this invention isintended as an improvement on the structure disclosed and claimed inLetters Patent of the United States, No. 1,006,549, granted to Alonzo HHastings, ofdate, October 24th, 1911, and is filled as a division of mypending application Serial Number 676,798, filed February 10th, 1912,and entitled Process of producing truck frames.

The invent-ion is illustrated in the accompanying drawings, wherein likecharacters indicate like pa views.

Referring to the drawings: Figure 1' is a side elevation showing acompleted truck side frame ma-de'in accordance with my invention; Fig. 2is a plan view of the parts shown in Fig. 1; Fig. 3' is a horizontalsection taken on the line m w cn Fig. 1, some parts being broken away;Fig. 4 is a vertical section taken on the line at 0* on Fig. 1; Fig. 5is a View corresponding to Fig. 1,

but illustrating certain features in the development of the completedside frames Flg.

' 6 is a side elevation showing the two main frame elements, to-wit; thetop and bottom truss members of the-side frame, as they appear afterhaving been stamped from a commercial I-beam, and before they have beenbent and intimately connected; Figs. 7 and 8 are views, respectively, inplan and end elevation showing the spring plank saddle removed from thetruck side frame: Figs. 9, 10 and 11 are views, respectively, in sideelevation, face elevation, and plan, showing one of the column guides asit appears immediately before it is applied in thc side frame; Fig. 12is a side elevation showing a commercial I-beam from which the sideframe is constructed: 13 isa'fland exact description of the inven tsthroughout the several.

poor respendingto 12 bit n'g,- ,by cross Patented May 19, 19 14.

hatch lines, the blanks that are punched from the web of the l-beam asan initial step in the construction of the side frame;

Figs. 1a and 15 are views, in diagrammatic plan, illustrating the mannerin which blanks for the spring plank saddle and for the column guidesare stamped or cutfrom blanks punched from the' web of the I'beam; andFig. 16 is anend elevation showing a modified form of the transom. Theconstruction of the truck side frame-. will be made clear by thedescription of the manner in which the improved process is carried outto form the said side frame.

The numeral 1, Figs. 12 and 13, indicates a large and heavy commercialform of rolled I-bcam, from the web of which, fiat blanks 2 and 3 arepunched out, leaving vertically alined but separate web portions 4that-are adapted to form the webs of the frame colfumns. The webportions 5 punched from between the vertically alined columri webs,

4: might be separately punched, or punched as a part of either of theblanks above noted. but, as shown, they are punched as a part of theblank 2. The very important purpose of severing the column forming ,webs4: by the removal of the intermediate portion thereof will behereinafter made clear.

In Fig. 13, the upper portion of the I-beam which is contained betweenthe points marked y-y, is-adapted to form the top arch bar orcompression member 6 of one truck side fram while thel we portionthereof contained betweenthe arlred y 1 is adapted toform-t m arch truckside bar or tension member 7 or;

frame.

In form,

this truck are preferably very much like the form disclosed in the saidprior Hastings Patent No. 1,006,549, but they involve this highly.importantv feature of improvement, that they are-"made of such verticaldimensions and are so constructed that they inter lock at their upperends with the web of the compression member 6. and at their lowerends,-with the web of the tensionmember 7 of the side. frame, andthereby very greatly increase the rigidity of the side frame. Also, as afurther feature of the improvement over the said Hastings patent, thesebolster columns are bent and formed from the blanks 3 which were punchedfrom the column. guideseinployed in the web of the original I-beam.Thepnnehs 3e ing of the blank 2 from the web of the l.- beam atl'ords aspace for the bolster column, and the blanks 2 and- 3 are both of thesame vertical width. It is evident that column guides formed from blanksout front the web of the Lbeam will have sufiicient vertical dimensionsto interlock at their upper and lower ends with the webs of thecompression and tension members of the truck side frame, only when theyare cut from an Lbeam I primarily having greater depth than the depth ornlflXiflllllll vertical dimension. of

V the completed truck side trame- Hence, the obvious importance ofsevering the upper and lower members of the Lbeam and cutting portionsfrom the webs which are left to form the webs of the'fra'me columns.

' To illustrate the above point more clearly,

bottom members of the side frame.

it may be stated that in a fifty-ton car, a.

Est-inch K-beam can be used. The space re-;

quired between the top .and'bottom, or in other words, the compressionand tension members of the side frames is approximately 18 inches, andthe depth ofthe side ame should be approximately 22 inches at the centeror intermediate portion. Otherwise stated, aboutl inches, is cut frombetween the sections of the column webs 4 and the top and bottom members'are brought about 2 inches closer together. Hence, when the columnguides are made from the punched blanks 3, they are overlapped, at theirupper and lower ends, one inch with the web fiangesof the top andillustrates the manner in which the blanks for two of these columnguides 8 are punched from a single punched blank 3.

.Fig. 11., full lines show one of the column uides bent nearly intoshape. but with the ower flanges and the brake hanger arm 9 left inposition, which makes it an easy matter to apply the column guides tothe column webs 4:- The column guides are then applied, as shown in Fig.5, and are rigidly secured thereto, in asuitable manner, but

preferably by welding the same with what is known as electric spotwelding, in which case, spot welds 10 are placed rightover the gapsbetween the abutting ends of the column webs 4, thus securing themtogether and to the embracing flanges of the column guides. Other spotwelds 1O are preferably placed above and below the welds 10, to furtherecurethe flanges of the column guides Fig.

to the column webs 4-. The brake hanger arms 9 and the lower flanges ofthe column guides 8, are then pressed into the position as shown inFigs. 1, 2, 3 and a, and indicated by dotted lines in Fig. 11.

The blank. for the spring plank saddle is punched from the blank 2, (seeFig. let), wherein the cross-hatch lines indicate the 2, to form theblank for the said spring plank saddle. The spring plank saddle isformed by folding the blank 2 approximately as shown in Figs. 7 and 8.The underturned ends of the saddle 11 are spaced aphrt far enough tostraddlethe web of the bottom or 't ension'member 7 of the frame, and itrests on the flanges ot the said member 7 and interlocks therewith. Thesaddle .11 is riveted, or otherwise rigidly secured, to the horizontalflanges of angle iron cross transoms 12, the upper'fianges of which areriveted, or otherwise rigidly secured, to the lower flanges of thecolumn guides 8. Fret erably, the lower end portions of the columnguides are off-set, as best shown in Figs. 1 and 5,-and fillers 13 areinterposed between the lower flanges, thereof and the vertical flangesof the transoms 12. The angle transoms -12 afiord the desired cross tiebetween the lower portions of the two truck side frames, but it isobvious that this cross'tie might take different forms, andmight, for"instance, be formed by a channel beam, as shown in Fig. 16. I The orderin which the different steps of this improved process may be carried outmay be varied somewhat, but preferably, the order is as follows:First,'punching out the blanks from the I-bcam, as indicated on Fig. 13.Second, cutting the top and bottom members to proper length, as alsoindicated by letters y andy shown in Fig. 13. Third, bending ends of topand bottom members, as shown iuFig. 6, and bringing the hori- Zontalupper and lower port-ions of the said members 6 and 7 closer together,so that the ends of the column webs 4 are brought together, shown inFig. 5. The side frame is thus formed at its widest point, to-wit, atits intermediate section, with a vertical dimension thatis considerablyless than the vertical dimension of the Lbeam from which it is formed.Fourth, punching out blanks for column guides, as shown in Fig. 15.Fifth, bending column guides into shape, as

column guides in their proper location in relation to the top and bottommembers, (6 and 7), after remaining Web portions 4 have been brought incontact with each other. Seventh, spot welding the column guides to theabove mentioned web portions, as indiot the top and bottom truck memberstogether, completing the truck frame proper.

portions that are cut oil from the said blank shown in F igs. 9, 10 and11. Sixth, placing,

cated on Fig 5. Eighth, welding the ends Nmtn, bending the brake hangerbrackets 9, and the spring plank brackets on the column guides intoproper position. Tenth, stamp ing out the spring plank or spring anglesaddle 11, as shown on Fig.- .14. Eleventh, bending this spring planksaddle into shape, as shown in Figs. and 8. a

A truck frame constructed in accordance.

with my invention, above described, will have a large amount of strengthwith a small amount of metal, and the strength of the same is verygreatly increased by interlockin with tie top and bottom, or compressionand tension members of the said frames.

Furthermore, as aresult of my improved process, great economy iseffected,v by the elimination of practically all waste of metal,

substantially the entire web-portion of the original I-beam beingutilized in the follma tion of the column guides and spring planksaddles of the truck.

What I- claimais:fr 1. A truck si e ame ha upper and lower members andcolumn h e bs and pro- .vided with column guides applied to theengagement of the column guides.

webs with their upper'and lower'ends overlapped and inter ocked with thetop and bottom members ofsaid side frame, and a saddle applied to thebottom framemember nectedto saidcolumn guides;

. 2. .A truck side frame hayingmpper and ibetween said'column guidesand/rigidly conlower members and constructed:fromv a comcross tierigidly securedmo said saddle andto the lower. portions of said c'olumnguides.

7 Initestimony whereof I afiix my signature 4 in presence of twowitnesses.

e i IVARA. Barnum;

Witnesses: I

' W; J. KELLY,

E. F. Mac C01.

